WO2017148813A1 - Pédalier pour véhicule conçu pour une conduite au moins semi-automatique - Google Patents

Pédalier pour véhicule conçu pour une conduite au moins semi-automatique Download PDF

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Publication number
WO2017148813A1
WO2017148813A1 PCT/EP2017/054320 EP2017054320W WO2017148813A1 WO 2017148813 A1 WO2017148813 A1 WO 2017148813A1 EP 2017054320 W EP2017054320 W EP 2017054320W WO 2017148813 A1 WO2017148813 A1 WO 2017148813A1
Authority
WO
WIPO (PCT)
Prior art keywords
pedal
vehicle
condition
pedal system
mapping function
Prior art date
Application number
PCT/EP2017/054320
Other languages
German (de)
English (en)
Inventor
Alexander Augst
Claus Dorrer
Reiner Friedrich
Original Assignee
Bayerische Motoren Werke Aktiengesellschaft
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bayerische Motoren Werke Aktiengesellschaft filed Critical Bayerische Motoren Werke Aktiengesellschaft
Priority to CN201780007441.6A priority Critical patent/CN108602510B/zh
Priority to EP17707526.4A priority patent/EP3423324A1/fr
Publication of WO2017148813A1 publication Critical patent/WO2017148813A1/fr
Priority to US16/119,764 priority patent/US20180370546A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/14—Means for informing the driver, warning the driver or prompting a driver intervention
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K26/00—Arrangements or mounting of propulsion unit control devices in vehicles
    • B60K26/02—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements
    • B60K26/021—Arrangements or mounting of propulsion unit control devices in vehicles of initiating means or elements with means for providing feel, e.g. by changing pedal force characteristics
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/10—Path keeping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/08—Interaction between the driver and the control system
    • B60W50/12—Limiting control by the driver depending on vehicle state, e.g. interlocking means for the control input for preventing unsafe operation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles
    • B60W60/005—Handover processes
    • B60W60/0053—Handover processes from vehicle to occupant
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/18—Steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/22—Psychological state; Stress level or workload
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/221—Physiology, e.g. weight, heartbeat, health or special needs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/229—Attention level, e.g. attentive to driving, reading or sleeping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/26—Incapacity
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2554/00—Input parameters relating to objects

Definitions

  • the invention relates to a pedal system for a vehicle designed for at least partially automated driving, wherein the pedal system comprises an accelerator pedal and a brake pedal.
  • the invention further relates to a vehicle with such a pedal system, a method for controlling a pedal system and a computer program product.
  • Vehicles are increasingly being provided with driver assistance functions which allow for assisted, semi-automated, highly automated or fully automated driving, e.g. to relieve the driver of routine tasks or to assist him in critical situations.
  • the driver of such a vehicle must therefore be able to control the vehicle within a short time to take over.
  • Adaptive Cruise Control Adaptive Cruise Control
  • a steering assistant or a traffic jam assistant can actively intervene in the longitudinal guidance of the vehicle or at least partially take over.
  • driver assistance function can also take on a variety of driving tasks right up to highly automated or automatic driving.
  • Such systems offer z.T. a very different degree of automation. The (actually usable) degree of automation can also vary significantly within a route due to various boundary conditions.
  • the driver can override an automated longitudinal or lateral guidance of the vehicle by an increased force in the operation of the controls (accelerator pedal and / or brake pedal, steering wheel) ("trespassing").
  • an increased manual steering torque of the driver may result in "overshooting.”
  • greater acceleration of the vehicle may be brought about by accelerating the vehicle by accelerating the accelerator pedal.
  • a disadvantage of currently known vehicles is that a fast and intuitive takeover of the accelerator pedal operation as well as the metering of the correct operating element with or without the present takeover request (so-called take-over request, TOR) is not ensured by the driver.
  • TOR take-over request
  • there is a risk of erroneous operation if the driver may miss or confuse the pedal to be operated after prolonged non-operation of an operating element (for example, the driving and / or brake pedal). This can be the case, for example, if the driver is very relaxed or even drowsy due to the autonomous driving style of the vehicle.
  • partially and highly automated driving systems of a vehicle are designed in such a way that automated driving is switched off during essential driver interventions in the vehicle guidance. If, for example, the vehicle automatically controls a speed to be maintained as a function of the traffic ahead, then the automated driving function is switched off by the operation of the brake by the driver.
  • the invention proposes a pedal system for a vehicle designed for at least partially automated driving, wherein the pedal system comprises at least one accelerator pedal and a brake pedal.
  • the pedal system is associated with a mapping function between a pedal operation and control parameters for the longitudinal guidance of the vehicle.
  • the pedal system is designed, during operation of the vehicle, for the mapping function between the pedal actuation and the control parameters for the longitudinal guidance of the vehicle as a function of a degree of the driving of the vehicle representing the degree of automation and at least one first condition for a first change, in particular for limiting the imaging function the pedal operation and / or at least a second condition to a second change, in particular to remove the restriction to vary the mapping function of the pedal operation.
  • the control parameters which depend on the pedal actuation can be processed as control parameters.
  • a control parameter can also be a desired quantity for vehicle acceleration and / or speed and / or rotational speed transmitted to the drive of the vehicle.
  • the invention makes it possible to exert certain influences on the vehicle guidance when the vehicle is at least partially automated controlled.
  • the driver can make certain maneuver decisions without activating the driving automation and taking the risk of confusion of controls or a driver error.
  • the pedal system allows an intelligent interaction between automated and manual driving.
  • the vehicle allows intelligent co-steering, in particular the longitudinal dynamics of the vehicle.
  • the pedal stroke can be used, as well as mapping characteristics can be adjusted, with the aim of allowing a driver participation with maximum protection.
  • the pedal system can be designed such that even with a sudden, desirable or necessary transition from a (partially) automated driving mode to a manual or at least partially manual mode, no dangerous consequences arise even with possible operating errors of the driver.
  • the pedal system can be designed such that such Mit Mén the longitudinal guide of Vehicle with at least one pedal of the pedal system (with varied or limited mapping function) does not automatically lead to a shutdown or interruption of the driver assistance function.
  • the accelerator pedal and the brake pedal may be separate controls of the pedal system.
  • the accelerator pedal and the brake pedal may be formed by a universal pedal for controlling the acceleration and deceleration of the vehicle.
  • the pedal system comprises at least one operating element for stepless control of the longitudinal guidance of the vehicle with one hand. For example, it is not necessary that the pedals or controls of the pedal system are operated with one or more feet feet. Rather, an operation with one or two hands is possible.
  • mapping function of the pedal operation Under the mapping function of the pedal operation, the image of a compressive force on the pedal in question and / or a pedal position, in particular a pedal angle to understand in a longitudinal guide of the vehicle.
  • the mapping function of the pedal operation is expressed by a mathematical relationship, for example in the form of one or more characteristics, of coefficients of a formula or of values stored in a look-up table.
  • the mathematical relationship may include time values or measures representing one or more temporal behavioral parameters of the mapping function of the pedaling action on the longitudinal guidance of the vehicle.
  • the mathematical relationship can be stored in a computing unit or a memory of the pedal system.
  • the variation of the mapping function is seen as a change in the mathematical relationship of the mapping function of the pedal actuation, e.g. the characteristic just mentioned.
  • the limitation of the mapping function of the pedal operation includes an exclusion of too high acceleration or braking or too rapid increase of acceleration or braking force.
  • the limitation of the mapping function of the pedal operation includes a restriction or conversion of said criteria.
  • first and / or different second conditions can be used or used to vary the imaging function of the pedal actuation for different degrees of automation.
  • mapping function is varied depending on the situation. For example, several characteristics of the respective mapping function, e.g. at least two different slopes of the control parameters for at least two different value ranges, which represent an actuation (for example of the pedal angle) of at least one operating element, are changed, in particular restricted.
  • the variation of the mapping function can be selectively and differently applied to the different controls of the pedal system. Selective restriction of a resulting vehicle response (i.e., the effect of pedaling) on pedaling may also be provided.
  • the mapping function of the pedal operation can assume at least two operating states (modes).
  • a first operating condition essentially relates to manual or assisted driving.
  • the second operating state refers to a partially automated or highly automated driving.
  • the transitions between modes may be dependent on the first and / or second condition.
  • the pedal system comprises a means for determining one or more parameters of a driving situation; Determining a degree of limitation of the imaging function for the pedal system or the accelerator pedal and / or the brake pedal, depending on the one or more determined parameters of the driving situation; Variation of the mapping function between a pedal operation and the longitudinal guide the vehicle for the pedal system or the accelerator pedal and / or the brake pedal, depending on the determined degree of restriction.
  • TTC time-to-collision
  • the degree of restriction can be dependent on a need determined by further means of the vehicle and / or a risk potential and / or a recommended action to perform a specific maneuver.
  • a maneuver may be a (heavy) braking or a (strong) acceleration, for example for an overtaking maneuver, a threading process or a necessary braking operation.
  • a maneuver may be any maneuver that requires or requires engagement with a longitudinal guide of the vehicle.
  • a maneuver may be an overtaking maneuver, lane change maneuvers, turning maneuvers, shunting maneuvers, parking maneuvers.
  • the limitations of the accelerator pedal and brake pedal imaging function may be interdependent.
  • the mathematical relationship may include time-dependent parameters, e.g. Time constants include.
  • a change in particular the limitation of the imaging function for the accelerator pedal, can be made later and / or only after checking a further condition.
  • the behavior of the two pedals can also be designed in such a way that after the operation of one of the pedals due to a certain operation, the imaging function of the other pedal changes.
  • different combinations of the one or more first conditions and / or the second or the second Conditions and their parameters apply. It can thus be considered one or more first conditions in which a same state transition of both pedals in a manual or automated mode of operation and simultaneously one or more second conditions in which only one of the pedals a state transition is performed or a reverse state transition occurs ,
  • the pedal system is designed to determine a measure of an anticipated success of at least one specific maneuver, in particular with regard to the present traffic situation and / or or prevailing conditions inside or outside the vehicle, the restriction depending on at least one mapping function of a determined measure of the probable success of the particular maneuver.
  • a measure of the probable success of a particular maneuver in particular with regard to the present traffic situation and / or or prevailing conditions inside or outside the vehicle can be determined in particular with further means of the vehicle.
  • Such anticipated success may be determined depending on probability values for success, failure or termination of a maneuver.
  • the pedal system can determine the corresponding information or information corresponding to the degree of expected success of the particular maneuver, in particular by means of read-in.
  • mapping function in particular a reduced to a certain extent, limiting the mapping function can be done.
  • the at least one second condition for the accelerator pedal and the brake pedal comprises a takeover request relating to lent to be carried out by the driver longitudinal guidance of the vehicle.
  • the acceptance request can be generated by means of the vehicle, for example the system for at least partially automated driving, and / or transmitted to the driver via a man-machine interface. This can be done, for example, depending on a completed or expected decrease in the degree of automation and / or depending on the prevailing traffic situation.
  • the takeover request can be a so-called take-over request (TOR) or a hands-on request (H ⁇ R) or an explicit request to operate a specific pedal and / or the steering wheel of the vehicle.
  • TOR take-over request
  • H ⁇ R hands-on request
  • the driver is requested to put on hands and / or feet on relevant operating elements in order to be able to intervene if necessary in a corrective manner.
  • Such a procedure may be expedient if a "substantial driver's task" is to be carried out with respect to a longitudinal and / or transverse guidance of the vehicle.
  • a "substantial driver's task” may be a desired by the driver and in relation to one already by the at least partially automated driving, additional acceleration or deceleration of the vehicle to be performed in addition to or in relation to the acceleration or deceleration determined by the vehicle automation.
  • An additional acceleration or deceleration can be superimposed additively, multiplicatively or logarithmically on the acceleration already requested by the driving automation.
  • the second condition may be dependent on an urgency of the takeover request or a criticism of a current or soon to be expected traffic situation.
  • the at least one second condition for the accelerator pedal and / or for the brake pedal comprises the assumption of a transverse guidance of the vehicle, in particular a steering readiness and / or a steering action, to be carried out by the driver of the vehicle currently or in the future.
  • the second condition that cancels a limitation on the imaging function of a pedal is detected when a steering wheel sensor detects a grip force and / or a specific steering action.
  • the steering readiness can by means of a so-called.
  • Such sensors for example on a capacitive basis, are known to the person skilled in the art.
  • the steering action can be detected by means of a steering angle sensor or a steering handle detection.
  • the second condition is, for example, when there is an increased grip force on the steering wheel, e.g. at one or two points of the steering wheel, it is detected and a simultaneous effect of force on one of the pedals by the foot of the driver is detected.
  • a (non-round) operating element e.g. a joystick, to control the steering or lateral dynamics of the vehicle to be understood.
  • the at least one first condition and / or the at least one second condition is dependent on an attentiveness state of the driver.
  • the attentional state may be a general attentiveness state of the driver, which is detected by means of the vehicle.
  • an interior camera detecting the driver of the vehicle can be used.
  • the attention state a distinction can be made between attention via different sensory perceptions or perception channels of the driver. It is expedient if a distinction is made to which specific lane areas and / or objects this refers. Objects can currently be understood to be relevant road users, a vehicle in front of their own vehicle or even a vehicle driving behind their own vehicle.
  • the pedal system is adapted to vary the mapping of the pedal operation of the accelerator pedal and / or the brake pedal in a longitudinal guide of the vehicle depending on a current and previous monitoring of certain areas of space in the environment of the vehicle.
  • the pedal system is adapted to vary depending on the pedal operation, the mechanical mobility of at least one of the pedals, in particular restrict.
  • To limit the mechanical mobility of at least one of the pedals is held within predetermined position limits.
  • the pedal in question can be brought by the driver only by an increased pressure outside the predetermined position limits.
  • the position limits may be based on the pedal angle, e.g. one or more pedal angle ranges relate.
  • the position may be a three-dimensional position, e.g. a pushing, turning, rolling or a parallel stroke.
  • the restriction in the form of a locking of a pedal can be made within predetermined limits.
  • Such position limits may be defined for at least one automated driving mode of the vehicle outside the position limits defined for at least partially manual driving by the driver.
  • the restriction may include mechanical engagement and / or movement restriction. Also, a significantly increased resistance to movement of the pedal is included in the restriction.
  • the predetermined position limits or the locking may relate to one or more degrees of freedom of the pedal.
  • a restriction of the imaging function can have a concomitant or delayed effect with the locking of the pedal on the behavior of at least one (relevant) pedal.
  • the change in the operating behavior can be provided, for example, in the pedal system as a result of the locking and / or by means of a corresponding, concurrently executed electronic control for the generation or modification of the control signals.
  • the pedal system is designed to perform a significant reduction of the pedal spring force and / or retraction of at least one pedal in a variation of the image of the pedal operation.
  • the pedal can be substantially decoupled from the control of the acceleration or deceleration and be brought into an altered position automatically or by means of a cooperation of the driver.
  • the pedal can be retracted or folded.
  • the pedal system is configured to vary one of the following parameters depending on a quantity of the driving of the vehicle representing the degree of automation:
  • the pedal system may be configured to vary these parameters depending on the size representing the degree of automation in at least two stages or quasi-continuously.
  • the limitation of the imaging function and / or the mobility of at least one pedal at a higher degree of automation may be higher than at a low degree of automation.
  • the pedal spring force may increase continuously or in at least two stages with an increasing degree of automation.
  • a cancellation of the lock or a changed spring force is continuous or at least in two stages.
  • at least one parameter of the cancellation of the lock or the changed spring force depending on a qualitative and / or quantitative parameter, in particular in connection with the first condition and / or the second condition.
  • the at least one parameter of the cancellation of the lock is designed as a time interval which characterizes the time until at least one first specific cancellation state or a certain stage of the cancellation of the lock.
  • a locked pedal can also be "relaxed" stepwise or in delayed stages, ie made movable or operable by the driver.
  • the cancellation of the locking can take place depending on which second condition or combination of at least two second conditions is present and / or which quantitative parameter of the second condition is determined.
  • the quantity representing the degree of automation can be a current degree of automation or a degree of automation or the size determined for the near future (1 to 30 seconds).
  • the quantity representing the degree of automation can be assumed to be high if the degree of automation increases and exceeds a certain level and / or is assumed to be low if it falls and has fallen below a predefined level.
  • a measure of the degree of automation accumulated over time can be taken into account.
  • A1 assisted driving
  • A2 semi-automated driving
  • A4 automatic driving
  • A0 degree of automation unknown or low statement confidence.
  • variable representing the degree of automation takes into account certain aspects of the achievable or suitable degree of automation individually, selectively or in specific combinations.
  • a size of the journey representing the degree of automation may also be selective with respect to at least two different aspects of automating the movement of the vehicle and / or two or more different driver assistance functions of the vehicle in the control unit, eg with respect to: longitudinal guidance the vehicle and / or transverse guidance of the vehicle and / or carrying out a lane change and / or performing an overtaking process and / or driver information, in particular in connection with the vehicle guidance.
  • variable representing the degree of automation can also be determined as a function of the specifications of the driver and / or of a stored operating history of the driver and / or of parameters stored in a backend and retrievable by the vehicle or further appropriate criteria (eg road type, etc.) and / or or taken into account.
  • the device according to the invention is particularly preferably designed to determine the size of the vehicle representing the degree of automation for the current degree of automation, in particular in the time interval of +/- 2 seconds, and / or for the automation level valid in the near future of approximately 1 to 30 seconds.
  • the pedal system can be designed to determine, in particular read in, a measure of the degree of automation from other devices inside or outside the vehicle.
  • a further expedient embodiment provides that the second condition is at least one of the pedals dependent on the previous first condition of the same pedal and / or the respective other pedal.
  • at least one of potentially multiple conditions for canceling the limitation on the mapping function of a pedal may be at least partially dependent on a reason from which the pedal was previously restricted.
  • a vehicle with means for at least partially automated driving and a pedal system is also proposed, wherein the pedal system is formed as described above.
  • the vehicle has the same advantages as explained above in connection with the pedal system according to the invention.
  • the invention also proposes a method for controlling a pedal system for a vehicle designed for at least partially automated driving, wherein the pedal system is designed as described above.
  • the method comprises the steps of: assigning an imaging function between a pedal operation and control parameters for the longitudinal guidance of the vehicle; Variation of the mapping function between the pedal operation and the control parameters for the longitudinal guidance of the vehicle during operation of the vehicle, depending on a degree of automation representing the size of the vehicle, and at least a first condition for limiting the mapping function of the pedal operation and / or at least a second condition for canceling the Limitation of the imaging function of the pedal operation.
  • the method may be further configured as described above.
  • a computer program product is proposed that can be loaded directly into the internal memory of a digital computer and includes software code sections that perform the steps of the method described herein when the product is run on the computer.
  • the computer is in particular a computing unit of the vehicle.
  • the computer program product may be stored on a storage medium, e.g. a USB memory stick, a DVD, a CD-ROM, a hard disk or the like.
  • the computer program product may be transferable via a communication link (wireless or wired).
  • the method according to the invention has the same advantages as described above in connection with the pedal system according to the invention.
  • the pedal system according to the invention allows an effective co-driving of the vehicle in an automated drive by the driver without having to turn off the active driver assistance function or without having to interrupt it for a significant time interval. This results in a significant increase in comfort and an intuitive Operation for the driver.
  • a further advantage is the driver's reduction in takeover times ("driver-to-the-loop"), because the foot or hand of the driver can already rest on the correct control element (pedal) before taking on a driving function This results in meaningful relationships in the interaction of the driver with the pedal system.
  • the vehicle is a motor vehicle (passenger cars, trucks, vans, or a two-wheeled vehicle such as a motorcycle).
  • motor vehicle passingenger cars, trucks, vans, or a two-wheeled vehicle such as a motorcycle.
  • the vehicle may also be a watercraft or aircraft or spacecraft, the pedal system being designed accordingly.
  • FIG. 1 shows a schematic representation of a pedal system according to the invention for a vehicle designed for at least partially automated driving
  • Fig. 2 is a state diagram illustrating the inventive control of the pedal system according to an embodiment example.
  • the pedal system 10 for a vehicle 1 designed for at least partially automated driving.
  • the pedal system 10 includes an accelerator pedal 11 and a brake pedal 12.
  • the pedal system could include a universal pedal for controlling the acceleration and deceleration of the vehicle 1.
  • any operating element which is also suitable for infinitely variable control of the longitudinal guidance of the vehicle with one hand can be understood as a pedal system in the sense of the invention. The latter is known by the term "handgas".
  • the arithmetic unit 13 is connected to a memory 14 in connection, in which one or more imaging functions between a pedal operation of the driving and / or brake pedal 1 1, 12 and control parameters for the longitudinal guidance of the vehicle stored.
  • the arithmetic unit 13 is designed to read out from the memory 14 the image functions contained or contained in the memory 14, to process them and, as a result of the processing, to transmit a control parameter 17 to a further arithmetic unit 18 for longitudinal and / or transverse guidance of the vehicle.
  • the arithmetic unit 18 in turn is connected to systems not shown in detail in the figure (eg actuators, sensors and the like) for at least partially automated driving of the vehicle 1.
  • the mapping function between a pedal operation of the accelerator pedal 1 1 and / or the brake pedal 12 and the longitudinal guidance of the vehicle is also referred to in this description as an illustration of the pedal operation and represents the image, i. Translation or implementation, the pressure force on the relevant pedal and / or its pedal position, in particular in the form of a pedal angle, in a longitudinal guide of the vehicle.
  • the mapping function can be used as a mathematical relationship, e.g. one or more characteristic curves, coefficients of a formula or parameters in a look-up table.
  • the relationship may include time values that represent one or more temporal behavioral parameters of mapping the pedal operation to the longitudinal guidance of the vehicle. Such a relationship is schematically indicated in the memory 14.
  • the mapping function of the pedal operation can assume at least two operating states (modes). These are an operating state for substantially manual or assisted driving and a second operating state for semi-automated or highly automated driving. Transitions between the two operating states can occur depending on a first and / or a second condition.
  • the inventively provided variation of the mapping function represents a significant change in the mathematical relationship of the mapping function, ie the mapping of the pedal operation. Concretely, this means the modification of or stored in the memory characteristic.
  • the variation is dependent on a measure of the degree of automation of the vehicle and at least a first condition for Restricting the mapping of the pedal operation and / or at least a second condition to remove the limitation of the mapping of the pedal operation.
  • a first mapping function is used which restricts the mapping of the pedal operation into the longitudinal dynamics of the vehicle. In the presence of a second condition, the restriction is removed and returned to the original mapping function without restricting the mapping of the pedal operation.
  • the pedal system can be controlled on the basis of parameters of a specific driving situation.
  • a determination of one or more parameters of the driving situation is carried out by means of the vehicle.
  • This can be for example a so-called time-to-collision (ie a time until a collision) to one or more objects, in particular road users.
  • the corresponding means are not shown in Fig. 1.
  • a determination of a degree of restriction of the imaging function for the pedals 1 1, 12 of the pedal system depending on the determined parameters of the driving situation.
  • a variation of the imaging function between a pedal operation and the longitudinal guidance of the vehicle for the accelerator pedal and / or the brake pedal depending on the determined degree of restriction.
  • the imaging functions of both the accelerator pedal 1 1 and the brake pedal 12 it is expedient to adapt the imaging functions of both the accelerator pedal 1 1 and the brake pedal 12 depending on each other. For example, it is determined depending on an environment detection that in a necessary for safety reasons dynamic maneuver of the vehicle, the influence of the driver on the brake pedal or the accelerator pedal can be counterproductive. In this case, the mapping function of the relevant pedal 1 1, 12 to achieve the necessary acceleration values in a certain range of values will provide a weakened map of the pedal angle or the compressive force on the actual longitudinal guidance. Alternatively, the pedal angle and / or pressure required to achieve full or target braking may be increased.
  • the pedal system may be designed to have a predefined mathematical relationship between the limitation of imaging the operation of the accelerator pedal and the limitation of imaging the operation of the brake pedal.
  • mapping function for the accelerator pedal and the brake pedal depend on each other. This can be realized, for example, via the mathematical relationship and time-dependent parameters. That is, the behavior of the two pedals 1 1, 12 is then designed so that after the operation of one of the pedals, the imaging function of the other pedal changes.
  • the pedal angle and / or thrust required to achieve kick-down may be increased and the pedal angle and / or thrust required to achieve a shortly following target deceleration lower than for manual driving.
  • Fig. 2 shows an embodiment in the form of a simplified state diagram.
  • the reference numeral 201 denotes a first state, 202 a second state.
  • Reference numerals 203, 204 and 205 represent state transitions between
  • the first state 201 represents a first degree of automation "automation degree 1" for an acceleration and / or deceleration control by the driver
  • the first degree of automation is assigned a first mapping function, which is eg used in vehicles without partial or highly autonomous driving functions is formed.
  • the state transition 203 takes place to the second state 202.
  • the second state 202 represents a second degree of automation "degree of automation 2", in which functions for highly autonomous driving are activated.
  • the second mapping function has the effect of limiting the longitudinal dynamics of the vehicle, while the second mapping function may be different for the accelerator pedal and the brake pedal, for example, different second imaging functions may be provided.
  • the state transition 204 takes place from the second state 202 to the first state 201.
  • the state transition 205 allows a transition from the second state 202 to the first state 201 with the aid of a redundant second condition, for example during the drop-out or failure of the automation.

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  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Human Computer Interaction (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Auxiliary Drives, Propulsion Controls, And Safety Devices (AREA)
  • Traffic Control Systems (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un pédalier (10) destiné à un véhicule (1) conçu pour une conduite au moins semi-automatique, le pédalier (10) comprenant une pédale d'accélérateur (11) et une pédale de frein (12), une fonction de représentation entre un actionnement de pédale et des paramètres de commande pour le guidage longitudinal du véhicule (1), lui étant associée. Le pédalier (10) est conçu pour, lors du fonctionnement du véhicule (1), faire varier la fonction de représentation entre l'actionnement de pédale et les paramètres de commande pour le guidage longitudinal du véhicule (1), en fonction d'une grandeur de la conduite du véhicule (1), représentant le degré d'automatisation et d'au moins une première condition pour limiter la fonction de représentation de l'actionnement de pédale et/ou d'au moins une seconde condition pour supprimer la limitation de la fonction de représentation de l'actionnement de pédale.
PCT/EP2017/054320 2016-03-02 2017-02-24 Pédalier pour véhicule conçu pour une conduite au moins semi-automatique WO2017148813A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
CN201780007441.6A CN108602510B (zh) 2016-03-02 2017-02-24 用于设计成至少部分自动化驾驶的车辆的踏板系统
EP17707526.4A EP3423324A1 (fr) 2016-03-02 2017-02-24 Pédalier pour véhicule conçu pour une conduite au moins semi-automatique
US16/119,764 US20180370546A1 (en) 2016-03-02 2018-08-31 Pedal System for a Vehicle Designed to Be Driven in an at Least Partly Automated Manner

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016203395.6 2016-03-02
DE102016203395.6A DE102016203395A1 (de) 2016-03-02 2016-03-02 Pedalsystem für ein zum zumindest teilautomatisierten Fahren ausgebildetes Fahrzeug

Related Child Applications (1)

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US16/119,764 Continuation US20180370546A1 (en) 2016-03-02 2018-08-31 Pedal System for a Vehicle Designed to Be Driven in an at Least Partly Automated Manner

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WO2017148813A1 true WO2017148813A1 (fr) 2017-09-08

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US (1) US20180370546A1 (fr)
EP (1) EP3423324A1 (fr)
CN (1) CN108602510B (fr)
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WO (1) WO2017148813A1 (fr)

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DE102017213207A1 (de) * 2017-08-01 2019-02-07 Bayerische Motoren Werke Aktiengesellschaft Vorrichtung zum Verändern einer Querführung eines Fahrzeugs
DE102017218384B4 (de) * 2017-10-13 2020-03-26 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Betreiben eines Fahrzeuges mit einem elektrohydraulischen Bremssystem
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CN109532483A (zh) * 2019-01-09 2019-03-29 北京理工华创电动车技术有限公司 一种汽车油门控制装置及方法
EP3696786B1 (fr) 2019-02-13 2023-12-13 Volkswagen Aktiengesellschaft Système, véhicule, composant de réseau, appareils, procédés et programmes informatiques pour un véhicule et composant de réseau
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DE102016203395A1 (de) 2017-09-07
CN108602510B (zh) 2021-07-13
CN108602510A (zh) 2018-09-28
EP3423324A1 (fr) 2019-01-09
US20180370546A1 (en) 2018-12-27

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